Automatic railway-switch.



No. 859,324. PATENTED JULY 9, 1907. R- M. MOGBE.

AUTOMATIC RAILWAY SWITCH. APPLICATION FILED OUT. 15. 1906.

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APPLIOATION FILED 00T.j15.1906.

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PATENT OFFICE.

RICHMOND M. McGEE, OF DALLAS, TEXAS.

AUTOMATIC RAILWAY-SWITCH.

Specification of Letters Patent.

IfZllLIttOf L July 9, 1907.

Application filed October 15. 1906. Serial No. 389,04.

To all whom it may concern:

Be it known that I, RICHMOND M. McGEE, a citizen of the United States,residing at Dallas, in the county of Dallas and the State of Texas, haveinvented certain new and useful Improvements in Automatic Railway-Switches; and I do hereby declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same.

The object of the invention is to provide a simple and eflicientautomatic switch operating mechanism by means of which a railway switchmay be opened by an engine or car, intended to be run upon a siding orturnout and which will be automatically closed after the engine or carhas entered the siding.

In order that there may be no false or accidental operation of theswitch the invention contemplates the provision of means for positivelylocking theswiteh in either position, car actuated means for shiftingthe lock to permit the switch to be opened, which means preferablyoperate automatically when released to return the lock to its normalcondition, actuating mechanism for the switch points to open the switch,which actuating mechanisms includes a sliding rail operated by the wheeltreads to throw the switch, and a detent which is normally retracted torender the sliding rail inoperative, and a track trip adapted to beactuated by a suitable apparatus on the engine or car, said track tripserving, first, to throw the locking mechanism into positive connectionwith a depressible rail or detector bar by means of which the lock isactuated, and, second, to move the detent adapted to connect the slidingrail section with the switch point operating means into operativeposition so that the switch points are first unlocked and thenpositively moved into the desired position by the passing car or train,only when the apparatus on the car or train is set to effect thisresult. v

In the accompanying drawings, Figure 1 is a plan view of a simple formof switch embodying the invention, Fig. 2 is an enlarged side elevationof the central portion of the mechanism showing the lock controlling andactuating mechanisms, Fig. 3 is a detail view of the sliding rail withthe shiftable detent by means of which said sliding rail is renderedeither operative or inoperative as the case may be, Fig. 4 is a sideelevation of the track trip, Fig. 5 is a perspective view of thedetector bar and the means for connecting the same with the lockshifting apparatus.

Referring to the drawings, A and A indicate the rails of the main lineof a railway, and B and B indicate the rails of a siding or turnout,which are adapted to be connected to the main linerails by the wellknown form of split rail switch points. The normal position of theswitch is that shown in Fig. 1 in which the points are set to open themain line and close the siding and the points are normally held in thisposition by means of a spring 31, as will be understood by those skilledin the art. I

Connected to the respective switch points is a tie bar 24 which operatesin a stationary channel bar 24 and in order to hold the switch in itsrespective positions there are mounted upon one side of the channel bartwo normally pressed spring locking bolts 16 and 18 which are adapted tobe projected by the springs 30, into one or the other of two registeringsockets or recesses in the tie bar 24.

Mounted on the ties, somewhat in advance of the switch, is a track trip,consisting of a rock lever 1 connected to a horizontal shaft 2, the rearend of said lever is normally raised by a stout spiral spring 1interposed between the end of said lever and a base or pedestalconnected to the tie. On the end of said shaft 2 there is connected acrank arm 2 to which is pivotally connected a pull rod 3. Slidablyconnected to said rod 3 is a generally rectangular latch 7 having anupturned end 8, the connection between the said latch 7 and the rod 3being effected by means of a fork or clevis in the end of said latchwhich is engaged between a fixed collar 7 on the rod 3 and a spiralspring surrounding said rod so that as the rod 3 is pulled to the rightby the de pression of the lever l, the latch 7 is rocked on its pivot tothrow the end 8 up, for a purpose to be more particularly hereinafterdescribed.

The latch 7 is pivoted to a second pull rod 12 which is connected by aseries of crank arms 11, shafts 10, links 10 and pendent brackets'9 to adepressible rail section or detector bar 9 which extends along parallelwith the main rail section A and the turnout rail section B for aconsiderable distance on both sides of the switch. The detector bar 9 isnormally held in its elevated position by means of spiral springs 10resting upon suitable foundations on the right of Way and engaging theunder sides of the links 10 below the brackets 9 as clearly illustratedin Fig. 2. At a point opposite the switch points the rod 12 is pro videdwith an elongated slot 2 through which operates one end of a bell cranklever 13 which latter is connected at its opposite end with a slidingrod 14 to which is pivotally connected the end of bell crank levers l5and 17, the opposite ends of which are connected to eyes in the lockingbolts 16 and 1S, respectively, so that as the lever 13 is moved in onedirection or the other the respective bell crank levers l5 and 17 willbe correspondingly moved to either retract the locking pins connectedthereto or permit the same to be moved forward by the correspondingsprings to lock the tie rod 24 in its respective positions. The forwardend of the detector bar 9 is provided with a long gradual taper in orderthat the treads of the wheels engaging the same may gradually depressthe bar without sudden jar or shock to the apparatus.

Adjacent to the main rail A and somewhat in advance of the switch is asliding rail section 19 whichv is provided with inturned ends having agradual curve to permit the same to be engaged by and move inwardly byflanges of the wheels, without undue shock. The sliding rail section 19is conveniently mounted in suitable chairs 33 mounted on the ties and isnormally held in contact with the inner face of the rail A by means ofsprings 32. The sliding rail section is the effective element forshifting the switch to open the siding to an oncoming car or train andto accomplish this the rail 19 is adapted to be operatively connectedwith the tie bar 24 by means of a rod 20, bell crank 21, connecting rod22 and bell crank 23, the last mentioned element being pivotallyconnected to the tie rod 24, as shown in Fig. 1. Normally the railsection 19 has no positive connection with the rod 20, but, in order topositively connect said rail 19 and rod 20 to throw the switch, Iprovide a detent or ratchet 6 which is pivoted on a horizontal pintle 6mounted in the forked end 20 of said rod 20. The detent 6 being pivotedeccentrically, normally lies in a position to carry its forward endbelow the sliding rail 19 so that the latter may move freely back andforth without operating the switch. In order to move the ratchet ordetent G into position to connect sliding rail 19 and pull rod 20 thereis provided a wedge like block 5 adapted to slide within the forked endof the rod 20 and operatively connected by a pull rod 5 with a bellcrank 4 pivoted to one of the ties and connected at its other end withthe rod 3. A hook 6 adapted to engage the end of the detent 6 serves tohold the latter in its raised position after it has been set by themomentary operation of the treadle 1 and the pull rod 3 and said hook 6is adapted to be tripped to release the detent 6 by means of a suitablestationary stop 6 engaging the depending end of said hook when the rod20 is advanced by the sliding rail 19.

The latch 7, as heretofore described, is pivoted to thepull rod 12, andthe object of this latch is to af ford a positive connection betweensaid pull rod and the bell crank 13 when said latch has been set by Ithe track trip 1. Normally the latch 7 occupies a position in which thehooked end 8 thereof lies below the pull rod 12, but when said latch hasbeen moved by the rod 3 so as to lift the hooked end 8 thereof, thelatter moves into engagement with the forward end of the bell crank 13which projects through the slot 12 in red 12 and effectively locks theend of said bell crank lever to the rod 12 as shown in Fig. 2, so that,when said bar 12 is moved to the right, the bell crank lever 13, lockedto said rod by the latch 7 will likewise be moved. When the latch 7 hasbeen raised, it may be conveniently held in position by a small trigger8 pivoted below the hooked end of the latch and normally held. inupright position by a spring 8 until bar 12 is pulled far enough torelease said trigger, after which the latch 7 is held in its adjustedposition by the hooked end 8 engaging the end of the bell crank lever13. As sood as the direction of movement of the bar 12 is changed thehook 8 will be released permitting the latch 7, under the influence ofspring 7, to swing downward and causing the hooked end 8 thereof to rockthe trigger 8 backward and hold the same until the subsequent action ofthe latch 7 resets the parts.

On the turnout or siding, and at the end of the detector bar 9, there isprovided a relatively short support bar or section 25 similarly mountedand disposed as said bar 9 and connected by means of a link 26 and thecrank 27 with a pull rod 28 which is conveniently connected with the rod3 by means of the crank 3 pivoted one side of the right of way. In orderthat the actu ation of rod 28 may not effect rod 3 in any way, ayielding telescoping joint 3 is provided in red 3. The purpose of theauxiliary detector bar 25 is to permit a train on the siding to unlockthe switch to permit the same to be thrown by the wheels of the car ortrain, as the latter passes through the siding on to the main line.

The practical operation of the apparatus as heretofore described issubstantially as follows. When a car or train on the main line AAapproaches the siding or turnout, from the right, and it is desired thatit shall enter the siding or turnout, the engineer or motorman sets asuitable trip actuating device on the engine or car to engage with thepivoted lever 1, which upon being struck by the trip actuator isdepressed, causing the crank 2 to rotate and exercise a pull, in adirection opposite to that of the direction of the train upon rod 3. iThis pulling movement upon rod 3 effects two separate operations, eachnecessary to the actuation of the switch to open the siding. The firstis to swing the latch 7 upon its pivot until the hooked end 8 thereofengages the end of the bell crank 13 which projects through the slot inrod 12 and thereby locks said bell crank 13 to the rod 12. The secondoperation is to swing bell crank 4 so as to exercise a pull upon rod 5which draws the wedge 5 under the detent 6 and lifts the forward end ofthe latter into position to project behind the lower 1 flange of thesliding rail 19 and thereby lock said sliding rail 19 t0 the switchsetting rod 20. Immediately after the actuation of the trip 1 the frontwheels of the car or train engage the detector bar 9 pressing the samedownward and forward causing the cranks 11 connected thereto to pull therod 12 to the right and, inasmuch as said rod 12 is coupled by latch 7to hell crank 13, said bell crank will be swung upon its pivots toexercise a pull upon rod 14 thereby causing bell crank 15 to retractlock 16 from engagement with the tie bar 24' and simultaneously to rockbell crank 17 to allow lock pin 18 to be moved forward by its spring 30in position to engage a corresponding socket in the tie rod 24 to lockthe latter to the channel bar 24 after the switch has been thrown. Itwill be noted that the detector bar 9 is engaged and depressed by thecar or train until the latter, has passed completely on to the siding.After the tie bar 24 has been unlocked the forward wheels of the trainengage the sliding rail 19 and force the latter inwardly against thetension of the springs 32. The inward movement of said sliding rail 19causes detent 6 to exercise a pull upon rod 20 which rocks bell crank 21and by means of connecting rod 22 and bell crank 23 pulls tie bar 24 andmoves the switch points against the tension of spring 31 to open theswitch to the siding. As the first set of wheels pass the sliding rail19the detent 6 is released from latch 6 as the latter is swung on itspivot by means of detent 6 which is fastened to a stationary point. Thetrain or car then passes from the main line on to the siding and as thelast wheels leave the detector bar 9, the latter by reason of thesprings 10 is lifted, thereby reversing the movement of the lockingmechanism, unlocking pin 18 and permitting spring 31 to throw the switchpoints to open position, restoring the apparatus to its normalcondition.

Should a train already on the siding desire to enter the main line, theforward wheels engaging auxiliary detector rail 25 depress the same andby reason of its connection with rod 28 by means of the link 26 andcrank 27 moves said rod 28 forward, which has the same effect inoperating the latch 7 as rod 3 connected to track trip 1. The forwardwheels engaging the detector bar 9, thereupon actuate bell crank 13 androd 14 to retract pin 16 and unlock the switch and as the flanges of theforward wheels passes between rail 13 and the switch point it willpositively throw the switch to open a clear way to the main line and tiebar 24 will be engaged by locking pin 18 to lock the switch in thisposition until the last wheel of the car or train passes off theopposite end of detector bar 9 which will again move to its elevatedposition, release locking pin 18, permit spring 31 to throw the switchto its normal position and allow locking pin 16 to .lock the tie bar 24to the channel bar 24 as before.

Having thus described my invention, I claim:

1. In an automatic railway switch, the combination of the movable switchpoints, car actuated means for shifting said points, said meansincluding a normally retracted detent, a car operated positive lock forsaid switch and 0. car actuated trip for moving the detent intooperative position to render the point shifting means operable.

:2. in an automatic railway switch, the combination of the movableswitchpoints, car actuated means for shifting said points, said meansincluding a normally retracted detent, a positive lock for holding theswitch in either position, car actuated means for operating said lock,and a car actuated trip for moving the detent into operative position torender the point shifting means operable.

3. In an automatic railway switch, the combination of the movable switchpoints, car actuated means for shifting said points, said meansincluding a normally retracted detent, a positive lock for holding theswitch in either position, ear actuated means for operating said lock,said lock actuating means including a normally inoperative connector,and a car actuated trip for moving the connector and the detent intotheir respective operative positions to render the lock actuating meansand point shift ing means operable.

4. In an automatic railway switch, the combination of the movable switchpoints, a shifting bar thereupon, a lever system for shifting said bar,a sliding rail for actuating said lever system, a normally retracteddetent adapted to operatively connect the sliding rail and lever system,and a track trip adapted to be operated from a passing car serving tomove the detent into position to connect the sliding rail and the leversystem and effect the shifting of the points.

5. In an automatic railway switch, the combination of the movable switchpoints, a shifting bar thereupon, a lever system for shifting said bar,a sliding rail for actuat ing said lever system, a normally retracteddetent adapted to operatively connect the sliding rail and lever system,a lock for holding the sliding bar in either position, a depressiblerail, a pull rod connected to said rail and having a normallyinoperative connection with the locking apparatus, a latch forpositively connecting the pull rod and the locking apparatus, and atrack trip connected to said latch and to said detent for moving thesame into their respective operative positions to rende l...- lock andthe point shifting means operable.

In testimony whereof I aflix my signature, in presence of two witnesses.

RICHMOND Mi MCGEE.

Witnesses O. \VOLCOTL LATHAM, MARIoN N. CHRES'IMAN.

